Railway switching apparatus.



No. 68!,589. Patented Aug. 27, l90l. .1. n. TAYLOR.

BAILWAYSWITCHING APPARATUS.

(Application filed Nov. 10, 1900.)

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No. 681,589. Patented Aug. 27, l90l.

J. D. TAYLOR.

RMLWAY SWITCHING APPARATUS.

Application filed Nov. 10 1900.]

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Patented Aug. 27, I90l.

No. 623L589.

J. D. TAYLOR. RAILWAY SWITCHLNG APPARATUS.

(Application flied Nov. 1d, 1900.

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RAILWAY SWITCHING APPARATUS.

(Application filed Nov. 10, 1900.)

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N0. 68l,589. Patented Aug. 27, I901. J. D. TAYLOR.

RAILWAY SWITCHING APPARATUS.

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llNTTEn STATES PATENT OEETQE.

JOHN D. TAYLOR, OF BUFFALO, NEW YORK, ASSIGNOR TO TAYLOR SIGNAL COMPANY, OF SAME PLACE.

RAILWAY SWITCHING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 681,589, dated August 27, 1901. Application filed NovembeilO, 1900. S ial No. 36,022. (No model.)

To all whom it may concern:

Beit known that I, JOHN D. TAYLOR, a citizen of the United States, residing at Buffalo, New York, have invented certain new and useful Improvements in Railway Switching Apparatus, of which the following is a full,

, clear, and exact description.

My invention relates to a railway switching apparatus, and more particularly to switch and lock operating mechanism driven by an electric motor.

My invention consists of a mechanical 'lutch for connecting the motor to theinten iediate gearing during the movement of the witch rail and lock and for disengaging the aotor from such intermediate gearing when the switch-rail is home and locked in either position and also of mechanism for reversin g the pole-changing and circuit-controlling electric switch when the switch-rail is home and locked in either position and locking mechanism.

The purpose of thepole-changing electric switch is (as described in my former patent, No. 554,097, dated February 4, 1896, upon which this is an improvement) to place the motor at the end of the complete movement of the switch and lock mechanism either Way in an electric circuit containing the motor and either one or the other of the indication and releasing magnets in the tower, which as the motor continues to rotate,due to momentum, converts the motor intoa generator for the double purpose of producing acurrent to operate the indication and releasing magnet and of stopping the rotation of the armature.

The object of my improvements in the clutch mechanism is to permit the motor to be actuated by the driving current during the whole movement of the switch rail and lock and then disconnect it from the other mechanism at the end of the movement, thus preventing shock to the motor and mechanism and permitting the whole energy of the acquired momentum of the motor-armature being spent in generating the current for opcrating the indication and releasing magnet in the tower.

The object of my improvements in the mechanism for operating the pole-changing switch is to prevent the reversal of the polechanging switch in case the rail-switch-driving mechanism is accidentally disconnected from the rail -switch and to edect a more rapid and sudden reversal of the pole-changing switch, thus preventing the field magnetism of the motor dropping during the reversal, and so insuring a more certain production of current for operating the indicating and releasing magnet in the tower.

Referring to the drawings, consisting of four sheets, in which like characters of reference indicate like parts, Figure 1 is a plan View. Fig. 2 is a detail elevation of my clutch mechanism looking in the direction indicated by the arrow in Fig. 1. Fig. 3 is a detail section of the same. Fig. 4 is an end view of Fig. 3. Fig. 5 is a detail plan View of the same. Fig. 6 is a vertical section on the line 00 a; of Fig. 1, showing my locking mechanism. Fig. 7 is an enlarged section of a portion of the parts shown in Fig. 6, showing those parts more clearly. Figs. 8 and 9 are elevations of my mechanism for operating the pole-changing switch, showing the same in two different positions. Fig. 10 is a diagram of the circuits.

Referring first to the clutch mechanism, the pinion 3 of the train-gearing (preferably the one on the shaft 2, directly connected to the motor 1) has teeth formed on each end of the hub, (indicated at 4 4,) which are axial and radial on one face and radial and inclined on the other, so as to act in only one direction of rotation. This pinion 3 is free to rotate on the shaft 2, but is prevented from axial movement by flanges 5 5, which bear against the sides of the spur-gear 6. At each end of the pinion 3 on the same shaft are sleeves 7 7, having teeth 8 8, formed on their ends to engage with the teeth 4 4 on the hub of the pinion 3. These sleeves are attached to the shaft 2 by splines in such manner as to prevent rotation on the shaft, but to permit free longitudinal movement. These sleeves 7 7 are held normally in engagement with the pinion 3 by helical springs 10 10, abutting against the frame of the machine. These sleeves also have flanges 11 11 to engage with the arms of the clutch-shifter, as about to be described.

The clutch-shifter consists of a shaft 12, capable of sliding longitudinally in guide-holes in the frame of the machine and having arms 13,13, formed thereon, taking over the sleeves 7 7 and capable of engaging the flanges 11, so that when the clutch-shifter is moved far enough either way one of the said arms 13 will push one of the sleeves 7 out of engagement with the pinion 3. One of the arms 13 has a diagonal rib 14 formed on its upper face to engage the cam 16, which consists of a cylindrical section, with a helical rib 15 formed on its periphery, which cam is rigidly attached to the main shaft 17 of the machine. This shaft 17 carries the crank-pin wheel 18, which drives the switch-rail 19 by means of rod 39 and the lock-bolt 29 by means of the rod 20, crank 40, and link 41, making one complete revolution for each movement of the switch. The cam 16 is so constructed and placed on the main shaft 17 that near the end of its movement in either direction it actuates the clutch-shifter in such direction as to engage the working clutch when the railswitch is moved home and locked. The other clutch remains in position of engagement, but offers no resistance to the rotation of the motor-armature and does not tend to move the mechanism connected thereto; but on account of the reversal of the direction of the rotation of the motor-armature for the opposite movement of the switch-rail it is the working clutch during this movement and is in turn thrown out of engagement atthe end of the movement.

Referring now to my improvements in the pole-changing switch and locking mechanism, (shown in Fig. 1 and Figs. 6 to 9,) the pole; changing switch itself, 21, is merely a modified form of the ordinary two-pole twothrow electric switch. The arms of this switch are connected by means of a link: 42 to a frame consisting of a rod 32, brackets 31, and a fiat bar 22, which slides in a groove in the guide-casting 23. The guide-casting is bolted to the front of the locking-frame 24. Two holes are made in the fiat bar 22, through which a pin 25, actuated by a spring 43 and guided bya hole in the guide-casting 23, can pass to secure it in either one of two positions. This pin 25 and another longer one, 26, below it, are secured to an enlargement on the end of a rod 27. The other end of the rod is guided by passing through a hole in a strap 28, across the two arms of the guide-casting 23. The actuating-spring is wound around the rod 27 and is retained betweenthe enlargement thereon and the strap 28. The pin 26 passes also through a hole in the guide-casting 23, under the flat bar 22, and into the hole in the locking-frame 24, through which the bolt 29, that locks the railswi'teh 19, passes. When the switch-rail is locked by the bolt 29 passing through the holes in the locking-rod '30 and the lockingframe 24, the pin 26 is pushed back out of the hole in the locking-frame. The pins 25 and 26 are of such relative lengths that when the pin 26 is pushed back by the lock-bolt 29 the pin 25 is withdrawn from the hole in the fiat bar 22, leaving it free to be moved. To the ends of the flat bar 22 are secured brackets 31, and through holes in the upper ends of the brackets 31 a rod 32 is passed, extending between the brackets and secured thereto, so that the bar 22, the brackets 31, and the rod 32 form one piece mechanically. Sleeves 33, having collars 34 formed on their inner ends, are carried on the rod 32, and a helical spring 35 is wound on the rod between the sleeves 33, pressing them outwardly against the brackets. The sleeves 33 pass through holes in arms 36, formed on a bar 37 at right angles thereto, the arms being at such distance apart that the collars 34 on the sleeves 35 rest against the inner faces of the arms 36 at the same time that the ends of the sleeves rest against the brackets 31, as clearly shown in Fig.9. When the flat bar 22 is locked and held in position, a movement of the angle-bar 37 results in compressing the spring 35 by drawing one of the sleeves 33 toward the other by means of the collar 34, the other sleeve 33 being held by the bracket 31, as clearly shown in Fig. 8. In this condition if the pin 25 is withdrawn from the flat bar 22 the spring 35 throws the bar 22 in the direction that the angle-bar 37 has been moved, and to such distance that the spring and sleeve are brought back to their normal position with reference to the angle-bar. The arms of the angle-bar 37 extend over the lock-rod 30, connected to the switch-rail, so as to engage with pins 33, as shown in Fig. 1, set in the lock-rod 30. The holes in the flat bar 22 are so located that when the pin 25 is in one of the holes the pole-changing switch 21 is in such position that its arms connect with the contact-pieces on one side, and when the pin is in the other hole the arms make contact on the other side.

To describe the operation, suppose the switch-rail 19 to be locked in either position and thatthe pole-changer 21 is in position making contact on one side and one hole in the bar 22 opposite the pin 25. The first movement-of the mechanism for placing the switch in the reverse position withdraws the lock-bolt 29. A slight movement of the bolt 29 permits the pin 25 to enter the hole in the bar 22, thus locking the pole-changer in its position. After the lock-bolt 29 has been withdrawn from the lock-rod 30 the switchrail 19 is moved, carrying the lock-rod 30 with it. The last part of the movement of the lock-rod 30, by means of one of the pins 38 engaging with one of the arms of the anglebar 37, carries the angle-bar along with it and compresses the spring 35. The position of the pins in the lock-rod is such that the amount of motion given to the angle-bar 37 is equal to the distance between the centers of the holes in the bar 22. After the switchrail has made its complete movement the lock-bolt 29 passes through a hole in the lockrod 30 and a hole in the locking-frame 24 and pushes the pin 25 out of the bar 22, thus releasing it 5 and under the action of the compressed spring 35 it moves so as to bring the other hole opposite the pin 25 and to reverse the pole-changer 21.

Referring now to Fig. 10, I will describe the circuits above referred to. 44 is the generator supplying energy to operate the switchmotor 1. 45 is an electric switch in the operating-tower. The diagram shows a crossing and switches substantially the same as shown in my former patent, No. 605,359, dated June 7, 1898. A and B are derailing-switches, and C and D are ordinary switches to side tracks. The switches are all shown in the normal position-that is, the derailing-switches are open and the switches C and D are set for the main tracks. As the apparatus and circuits for O, D, and Bwould be identical with that shown for the derailing-switch A, only one set of apparatus and circuits are shown in the drawings. To close the derailing-switch A, the operator closes the switch 45, so that the bar 46 is in contact with the contactpoi-nt 47. This closes a circuit including the generator 44 and the motor 1, so that the current flows from generator 44 through wire 48, contact 47, bar 46, wire 65, contact 49, arm 50 of the pole-changing switch 21, wire 51, armature of motor 1, wire 52, bar 53 of the pole-changing switch 21, contact 54, wire 55, wire 56, field 58 of motor 1, and wire 59 back to generator 44. This energizes the motor 1, which closes and locks the switch A and throws the pole-changing switch 21. The movement of the operating-lever has also put the arm 64 in contact with the contact-point 67, and when the pole-changing switch 21 is thus reversed a circuit is established including the motor 1 and the magnet 60, so that the current generated by the motor 1, acting as a generator, due to momentum, flows from motor 1 throughwire 51, arm 50 of the pole changing switch 21, contact 5'7, wire 56, field 58 of motor 1, wires 59 and 61, magnet 60, wire 66, contact 67, arm 64 of the switch 45, wire 68, contact 69, contact-arm 53, and Wire 52 back to motor 1. This current energizes the magnet 60, which releases the lever controlling the switch 45 to make its final throw, as fully described in my application, Serial No. 36,020, filed November 10, 1900. In the opposite movement of the switch-rail this operation is repeated, but in the reverse direction. The reversal of the pole-changer 21 by the spring is so rapid that, in the time that elapses between the cutting off of the drivingcurrent and the establishment of the circuit for the current generated by the motor, the field-magnets of the motor do not lose any perceptibleamountottheirmagnetism. This insures a quick and powerful current being induced for operating the releasing-magnets in the tower.

The operation of the mechanism controlling the pole-changer requires both that the switch-rail move and that the lock-bolt pass through the lock-rod. This insures that the switch is in the proper position and locked before the indication is given.

Having thus described my invention,what I claim is 1. In combination with a motor, a doubleacting clutch mechanism and automatic means for reversing the same,mechanism connecting said clutch and said reversing mechanism with a switch-moving mechanism, a switch moving and locking mechanism, and a pole-changing switch mechanism actuated by said locking mechanism, substantially as and for the purposes set forth.

2. In combination with a motor, a railwayswitch-operating mechanism, consisting of a train of gearing, a double-acting clutch in rotation with said motor, a gear of said traingearing engaged by said clutch, and a cam in rotation with said train-gearing for reversing said clutch at the end of each complete revolution of the main shaft of the train of gearing, substantially as and for the purposes set forth.

3. In combination with a motor, a railwayswitch operating and locking mechanism,consisting of a train of gearing, a double-acting clutch in rotation with said motor, a gear of said train-gearing engaged by said clutch,and a cam in rotation with said train-gearing for reversing said clutch at the end of each complete revolution of the main shaft of the traingearing; a switch-locking mechanism; and a pole-changing switch actuated by said looking mechanism, substantially as and for the purposes set forth.

4. In combination with an electrically-operated railway switch mechanism,a pole-changing and switch-locking mechanism, consisting of an electric switch, a locking-bar, a re ciprocating lock-bolt, a rod actuating said electric switch, a spring actuating said rod, means for compressing said spring actuated by said locking-bar, and means for releasing said spring actuated by said reciprocating lock-bolt, substantially as and for the purposes set forth.

5. In combination with an electrically-operated railway switch mechanism, consisting of a motor, a train-gearing, and a double-acting clutch mechanism automatically actuated; a pole-changing and switch-locking mechanism consisting of a locking-bar, a reciprocating locking-bolt, an electric switch, a spring-actuated rod for reversing said elec tric switch and a spring, means for applying the force of said spring to said rod in either direction, means forcompressing said spring actuated by said locking-bar, and means for applying the force of said spring to reverse said electric switch immediately after the railway-switch is in place and locked and not before, substantially as and for the purposes set forth.

6. In combination with an electrically-operated railway switch mechanism, a switchlocking mechanism and a pole -changing mechanism consisting of a locking-bar and a reciprocatinglocking-bolt; an electric switch,

a rod actuating said electric switch, a reciprocating frame secured to said rod, flanged 5 sleeves and a helical spring taking over said rod, an angle-bar in engagement with said locking-bar and taking over said sleeves, and

a spring-actuated pin engaging said frame and holding the same locked during the en- 10 tire movement of the railway-switch and until the same is locked by the reciprocating locking-bolt, and means for Withdrawing said spring=actuated locking-pin from said frame to permit the throw of the spring actuating said rod connected with said electric switch, 15

substantially as and for the purposes set forth. In Witness whereof I have hereunto set my hand in the presence of two Witnesses.

JOHN D. TAYLOR. \Vitnesses:

JOSEPH I-I. MOREY, M. E. SNYDER.

It is hereby certified that in Letters Patent No. 681,589, granted August 27, 1901, upon the application of John D. Taylor, of Bufl'alo, New York, for an improvement in Railway Switching Apparatus, an error appear in the printed specification reqnir ing correction, as follows: In line 102, page 2, the reference numeral 33 should read 36 and that the said Letters Patent should be read with this correction therein.

that the same may conform to the record of the case in the Patent Office.

Signed, countersigned, and sealed this 22d day of October, A. 1)., 1901.

[SEAL] F. L. CAMPBELL,

Assistant Secretary of the Interior. 'Uountersigned F. I. ALLEN,

Commissioner of Patents. 

